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' DRIVING GEAR FOR DYNAMO ELECTRIC MACHINES.

Patented Mar. 25, 1884.

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J. W. BOOTHBY. V DRIVING GEAR FOR DYNAMO ELECTRIC MAGHINES.

No. 295. 14. Patented Mar. 25, 1884.

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JOHN w. BOOTHBY, or new YORK, N. Y.

DRIVING-GEAR FORDYNAMO-ELECTRIC MACHINES.

SPECIFICATION forming part of Letters Patent No. 295,614, dated March 25, 1884-.

i Application tiled April 1s, 1883. (No model.)

To whom it may concern:

Be it known that 1, JOHN W. BOOTHBY, of the city, county, and State of New York, have invented a new and useful Improvement in Driving-Gear for Dynamo-Electric Machines, of which the following is a specification.

This invention consists in an arrangement of gearing whereby power may be communicated to a dynamo-electric machine located in a railway'car from one of the axles of said car, so as to drive the dynamo always in one way,whether the car be moving in one direction or the other; also, in a new mode of supporting a dynamoelectric machine in a railway-car, so that the drivingbelt leading from the pulley on the axle shall always remain tight and not be affected by the up-and-down or oscillatory movement of the car on its springs.

The invention ismore particularly intended to utilize the force of gravity,when the car is running on downgrades, to drive the dynamo,

and the current of the latter maybe stored up in suitable secondary batteries, from which electricity is afterward obtained to supply electric lights for illuminating the car. The gearing is so arranged that it can be thrown out of action when the car is on a level or an upgrade, so that none of the power of the 10- comotive need be diverted to drive the dynamo.

In the accompanying drawings, Figure 1 is a side elevation, in partial section, of so much of a railway-car as is requisite to show the disposition therein of my invention. Fig. 2 is a plan view of the supporting-frame for the dynamo. Fig. 3 is an end elevation of my in vention, the dotted lines representing the car.

Fig. 4is a vertical section of the driving-put ley and its ratchet-connection. Fig. 5 is also a section of thesame device 011 the line 5 5 of Fig. 4. Figs. 6 and 7 are diagrams showing the dispositions of the gearing of my invention when adjusted in accordance with one or the other direction of movement of the car-wheel.

Similar letters of reference indicate like parts.

A is the cai body; B, the truck; 0, the truck pivot-bolt; D and E, the axles.

The supporting-frame for the dynamo rests directly upon the axles, and is in the form of a tripod. Two legs, F F, of said frame rest upon one axle, and one leg, G, upon the other axle.

come in contact with said body. It is therefore not affected by any vibration or oscilla- It will be evident that this tion of the car-body on its spring-supports.

. Upon the frame rests the dynamo I, which is driven by the pulley J. This pulley receives motion from the pulleyK by the belt L. The

pulleyK is arranged upon a short shaft, M, journaled in and between the arms FF of the supporting-frame. On saidshaft is also rigidly attached atoothed wheel, N.

O is a hand-lever, through a collar or sleeve on which the shaft M passes. Said lever has an arm, P, which is also provided with a sleeve receiving the shaft M. The lever O is thus free to oscillate on the shaft M asa pivot, and is supported by the arm P. The lower portion of the lever O beneath the shaft M is enlarged to furnish bearings for two gearwheels, Q and R. Upon the lever O is ar ranged a spring-slide stop, S, operated in the usual way by the rod and handle T. This stop is adapted to enter either one of three notches on a rack, U, which is fastened, as shown in Fig. 3, to the arm F.

The gear-wheel N may engage with either of the gears Q, and R, and the latter in turn may engage with a gear, V, on the axle E, so that power is communicated to the dynamo Ifrom the axleE in the following manner: from the fixed gear V to either gear Q or R, and from either gear Q or R to the gear N, which is fast on the same shaft as the pulley K, which by the belt L actuates the pulley J of the dynamo I.

Reference now to the diagrams Figs. 6 and 7 will show the mode of operation of the train of gearing described. Fig. 6 shows that when the car-wheel and gear V are moving as do the hands of a watch the gear Q is thrown into action with the gear V, and that, as the arrows indicate,the driving-pulley of the dynamo will move in the same direction as the gear V. Fig. 7 shows that when the car-wheel and gear V move in the opposite direction the gear R is caused to engage with the gear V, and then, as indicated by the arrows, the driving-pulley of the dynamo is caused to turn in a direction the opposite of that in which the car-wheel is moving, but in the same direction as shown" in Fig. 6, so that no matter which way the car may be traveling the dynamo will always be driven in the same direction, provided the lever 0 be suitably adjusted to throw into engagement the proper gear-wheel Q or R. The lever 0, after being adjusted, is held in place by the slide-stop S entering either of the extreme slots in the rack V. When it is desired that neither gear-Wheel Q, or R shall en,- gage, or, in other words, that the gearing shall be thrown out of operation, the stops is adjusted in the middle notch of the rack U.

In order to prevent the driving of the dynamo in a reverse direction, owing to failure to throw over the lever, by accident or neglect, when the direction 0% movement of the car is changed,I arrange the pulley K'in thefollowing manner: On the shaft M is rigidly attached a disk, WV, which, as shown in Figs. 4L and 5, is received in the hollow of the pulley K, which pulley is loose on the shaft M. Shoulders are formed on the disk W', and spring-pawls X are arranged upon the pulley K, so that when the shaft M moves in one direction (the proper one for driving the dynamo) the shoulders and pawls engage and the pulley Kis rotated, whereas when the shaft moves in the other direction the pawls do not engage and the pulley K is not moved.

Y indicates a storage-battery, connected to the dynamo by the wire Z. When the car startson a downgrade, for exa1nplethe 1ever 0 is moved so asto throw the proper gearwheel Q orR into engagement, and the dynamo is thus set in operation, charging the secondary battery, from which the stored-up elec trical energy is afterward taken, as desired.

It will be noticed that the arrangement of supporting-framefor the dynamo, as described, not only prevents the oscillation of the carbody affecting the machine, but also prevents the driving-belt being unduly loosened by the same cause, inasmuch as the distance between the centers of the pulleys J and K is at all times invariable.

I claim as my invention 1. In a railway-car, the combination of a car-truck, a tripod-frame resting upon two axles of said truck, and not connected to the car-body, a dynamo-electric machine resting upon said frame, and a system of gearing supported by said frame, and transmitting motion from one of said axles to the dynamo, substantially as described.

2. The combination of the axles D and E, tripod-frame F F G, gear V, pivoted lever 0, gears Q and It, gear N, shaft M, pulley K, belt L, and dynamo I, substantially as described.

3.-The combination of the axles D and E, tripod-frame F F G, gear V, pivoted lever 0, gears Q and R, gear N, shaft M, pulley K, disk W, spring-pawls X, belt L, and dynamo I, substantially as described.

JOHN XV. BOOTHBY.

, WVitnesses:

M. F. BURNs, DANL. CLARK BRIGGS. 

